Combustion engine



Oct. 8, 1935. NHKULASEK 2,016,337

COMBUSTION ENGINE Original Filed Sept. 2'7, 1929 3 Sheets-Sheet 1 Oct.8, 1935. J. M|KULA$EK 2,016,337

COMBUSTION ENGINE Original Filed Sept. 27, 1929 3 Sheets-Sheet 2 0d. 8,1935. J u sg 7 2,016,337

COMBUSTION ENGINE Original Filed Sept. 27, 1929 5 Sheets-Sheet :5

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Patented Oct. 8, 1935 UNITED STATES COMBUSTION ENGINE John Milmlasek,Newton, Iowa, assignor to The Maytag Company, Newton, Iowa, acorporation of Delaware Original application September 27, 1929, SerialNo. 395,518, new Patent No. 1,973,218, September 11, 1934. Divided andthis application July 6, 1931, Serial No. 548.813

10 Claims. (Cl. 123-73) The present invention relates to novelimprovements in internal combustion engines, and more particularly inthe carburetor construction and the means and method of lubricating theengine. The present application is a division of my co pendingapplication Serial No. 395,518, filed September 27, 1929, issuedSeptember 11, 1934, as Patent No. 1,973,218.

Among the objects of the invention is to provide a carburetorconstruction in which the fuel is drawn from the fuel tank into the baseor lower portion of the engine and through the lubricant in the crankcase. This fuel is drawn into the carburetor by the same suction whichdraws in the air for forming the combustible By reason of thisconstruction and arrangement, flooding of the crank case is prevented.

A further object is the provision of a construction whereby the amountor supply of air wh'ch is sucked into the carburetor is constant, whilethe amount of fuel may be adjusted for obtaining the proper and mostefllcient mixture for carburction and smooth running of the engine.

Another object of the invention is the provision of a carburetor dividedinto a suction or air compartment located in the upper port'on, and amixing compartment located in the lower portion thereof. An air valve islocated intermediate these two compartments. By reason of the locationof the suction compartment above the air valve, any fuel escapingthrough the air valve is trapped therein and is sucked back into the-:ngine during the suction stroke or period.

A further object s the provision of a novel carburetor constructionwhich eliminates the necessity or use of a deflooder. In priorconstructions in which a deflooder was employed,

the fuel in the fuel tank would become contaminated by the black heavymixture of lubricant and fuel from the base of the crank case, and bywater which accumulates from humid air.

.By reason of such elimination, there is nothing taken from the tankduring the suction stroke of the engine.

Another object of the invention is the means and method of lubricatingall working and wearing parts of the engine. The method comprehends theaddition or admixture of lubricant with the fuel, and delivering thislubricant to the various working parts of the engine. The inventionfurther comprehends the method of delivering the lubricant and fuel, oran admixture thereof, to the crank case of the engine. This methodcontemplates delivering the lubricant and fuel from the fuel supply tankto the carburetor during the suction stroke, there mixing the requisiteamount of fuel and air for forming the combustible mixture, vaporizingthe fuel, and depositing the lubricant and its spray on all workingparts of the engine, including the bearings, starter, magneto flywheel,cylinder, piston, etc. This lubricant is deposited either by drectcontact with these parts, or by reason of the suction and compressionforces existing in the crank case. In order to provide for better accessand circulation of the lubricant throughout the various parts, andmaintaining the same therein, ribs, deflectors, oil holes and groovesare provided. Additional means or bypasses are provided for leading awaythe excess lubricant, and returning the same to the crank case and fuelsupply tank.

Still another object of the invention is to pro- Although the carburetorand lubricating construction is disclosed and described as primarilyadapted for two-cycle engines, it is to be understood that the inventionis not limited thereto,

and comprehends other details, constructions, and

Fig. 1 is a view in side elevation of the internal combustion engine.

Fig. 2 is a transverse vertical cross sectional view taken in a planerepresen ed by the line 2-2 of Fig. 1.

Fig. 3 is a view in vertical cross section taken in a plane representedby the line 3--3 of Fig. 2.

Referring more particularly to the disclosure in the drawings, theengine construction is shown as provided with a base or casting forminga fuel supply tank I, and provided with frame extensions 2 and 3 formounting the same upon operating mechanism to be driven thereby. Thefuel tank I is provided with an opening adapted to be closed by athreaded plug 4.

As clearly disclosed in Figs. 1 and 3, this plug is provided adjacentthe upper surface of the fuel supply tank to permit filling of the tank,and at the same time the position of the plug is such that the tankcannot be filled beyond the stage of o' eri'lowing. A drain cock 5 isprovided in the base of the fuel supply tank for draining the same. Theremovable cover plate 6 is adapted to close the upper end or top surfaceof the supply tank and is attached thereto by means of bolts or the likeI. ceive a crank case 8 and is provided with an opening for thereception of a carburetor 8 and the fittings thereof.

The crank case 8 provides a housing for the crank shaft Ill and itsconnecting rod l l and furnishes a direct support or bearing l2 for oneend of the crank shaft, and provides connections for a main doublebearing 3, cylinder I4, and carburetor 8. One end of the cylinder I4 isin complete communication with the crank case, and the other end of thecylinder receives its communication with the crank case by means of anintake port l5, whenever the piston i6 is retracted sufficiently tounseat the port I5, which is for an instant during each revolution ofthe fly wheel H. An exhaust port i8 is provided in the lower part of thecylinder and communicates with an exhaust IQ for disposing and carryingaway the burnt exhaust gases.

In order to conveniently and efliciently start and accelerate theengine, the structure is provided with a foot starter 20 acting directlyon the crank shaft II) for turning the same. Said foot starter ispivoted at 2| and at its inner end is provided with a gear segmentadaptedto mesh with a pinion gear 22 mounted upon a cam pinion 23loosely mounted on the crankshaft i0. Mounted adjacent the cam pinion 22is a cup shaped ratchet wheel 24 provided with relatively deep pockets25 for the reception of balls 26. The

'cam surface 21 of the pinion 23 is also provided with pockets 28, andthis cam portion and pockets project within the cup of the ratchet 24.Both the pockets 25 in the ratchet wheel 24 and the pockets 28 in thegear 23 are shaped wedgewise and will interlock with the balls that fallbetween them, thus transmitting power from the cam pinion 23 to theratchet wheel 24 in the direction required for starting of the engine,this ratchet wheel being mounted upon the crank shaft. While the engineis running, the balls 28 are kept within the pocket 25 by reason of thecentrifugal force of the rotating shaft. If the cam pinion 23 is rotatedin the opposite direction as when endeavoring to start the engine. theballs will be shifted from their interlocking position into therelatively deep cavities or pockets 25 so that the two coupling membersremain free from engagement. Thus the two coupling members remain freenot only during the time the engine is run- This top plate 8 is adaptedto reacross? ning, but also during such periods in the starting when themember 20 is being elevated. This construction is more clearly set forthin the copending application Serial No. 395,518.

The crank shaft I0 is of the central type, the side to which the footstarter is mounted, is somewhat shorter in length than the oppositeside. Or. this opposite or longer side, this crank shaft transmits aworking torque load of the engine and carries a fly wheel magneto 28 anda drive pulley 30 mounted upon a coupling disc 84 which in turn ismounted on a cup-shaped housing 35 of the fly wheel. This coupling discis connected to the end of the crank shaft ill by being forced over thetapered portion 38 of the shaft and held in place by a nut 31. A key 38holds the disc or torque plate 34 in proper angular relation with thecrank shaft for the purpose of timing the magneto. Bolts 39 retain thedisk or torque plate 34 upon the cup-shaped housing 35 of the fly wheel.

The crank shaft is mounted within three separate bearings, one of whichnumbered 40 is on the short side of the crank shaft and the other twonumbered 4| and 42 are on the long side of the crank shaft. The bearingsadjacent the crank 43 take the main shaft load delivered to the crankshaft through connecting or piston rod The outer hearing 42 carriesprincipally the load exerted by the pull of the belt or the pulley. andby the energy of the fly wheel. In order to provide smooth running ofthe engine, the crank shaft is balanced by means of a lug or lugs 44 onthe ratchet wheel 24, and by a lug or lugs 45 on the coupling disk 34,these lugs acting as counterweights and are so positioned as to be inproper relation with the bend of the crank shaft.

The carburetor 8 comprises a housing 48 provided with an upper airintake 41 having a filter screen 48 therein. The carburetor proper isdivided into two compartments, an upper compartment or air chamber 49and a lower compartment or mixing chamber 50. The air entering the airchamber through the filter 48 is admitted into the mixing chamber 58through a check valve 5| seating against an interchangeable bushing 52.This bushing as well as the filter screen or gauze 48 is made readilyremovable and interchangeable, the member 48 being held in position by aretaining ring 53. The check 50 valve 5| is provided with a reducedportion 54 seating within a threaded nut or can 55, the latter beingprovided with a spring 55 for normally seating the valve 5| against thebushing.

The check valve 5| is adapted to be opened and 55 closed by the suctionand compression created by the piston l6 through the communicating crankcase 8. Thev inrushing air through this valve during the suction periodis met by a spray of fuel sucked into the mixing chamber at the sametime through an adjustable jet 51. The fuel passing through this jet isdrawn from the fuel tank below through a strainer and check valve 58,through the feed tube 58 and thence-through the jet 51, and this flow isby the same suction of the engine as that which draws the air throughthe valve 5| into the mixing chamber. The purpose of the check valve 58is to. hold the fuel at a constant level since the column of fuel in thefeed tubing is subjected to alternating reciprocating 79 suction andcompression. The amount of fuel allowed to enter the engine is regulatedby a needle valve 50 adapted to be adjusted by means of a-handle 5|. Inorder to prevent the needle valve from slipping or changing its positiondue to the vibration of the engine or other causes, the same is providedwith a spring 62 seated between the carburetor housing and the handle6|.

The novel construction of carburetor does not depend upon anyprevaporized fuel being formed ahead of the intake valve. It furthereliminates the use of any injector. Since the alternate suction andcompression of the engine causes the check valve 58 to be opened andclosed, there is little pcssibil'ty of this valve sticking. As the fuelin the tubing 59 and likewise in the jet is subjected to periodicmomentary compression,

it frequently happens that some of the fuel is, forced by the threads ofthe needle valve 60 by this pressure. In order to return this fuel tothe fuel tank, a tube 63 is provided whereby this fuel may drain backinto the fuel supply tank. A second tube 64 provides a vent for the fueltank. This tube leads into the air chamber 49 of the carburetor, and anyescaping vapor from the supply of fuel is thus caught by the carburetorand sucked into the engine.

In order to properly position the carburetor on the engine, the same isprovided with flanges 65 at its base, and is also provided withlaterally extending flanges adapted to seat the same on the side andbase of the engine, these flanges forming a cover over the assembly wallor top of the crank case and the fuel tank.

By the present arrangement, the mixing chamber is situated under the airvalve in such manner that the bottom of I the chamber is slightly belowthe bottom of the crank case, and communicates therewith by means of aport or passage 66, which also is slightly below the bottom of the crankcase so that the inrush ng air will charge on the settling fuel in thecrank case and revaporize it for useful work in the engine. Also topermit drainage of the settling fuel in the path of the inrushing airthrough the port 66, the base 61 of the crank case is tapered or slantstoward the port 66.

By reason of this construction, the danger of flooding the engine iseliminated. For this reason, the present engine is not provided with anydeflocder at the base of the crank case, and thus there is no means toclog and flood the engine, as has been the case where deflooders havebeen provided.

Furthermore, the present construction does away with any contaminationof the fuel. There is no possibility of the humid air securing access tothe fuel tank to cause accumulation of water in the gasoline. With thepresent construction of carburetor and its arrangement, the fuel in thetank is not effected. There is but one adjustment from the carburetor,the air remaining constant while the amount of fuel may be adjusted toobtain a proper mixture. This adjustment is accomplished by means of thearm or handle 6| operating on the needle valve 60.

When this handle is moved in a clockwise direcparts of the engine. Thereciprocating suction and compression action of the engine draws thelubricant from the crank case and forces the same through all thebearings, wrist pins, cylinders, and all working parts of the engine. Tos facilitate better circulation of the lubricant in the bearings andworking surfaces, the crank case 8 is provided with deflecting ribs 68and 69 radially disposed, the same deflecting the lubricant insufficient quantities into the oil holes 10 10 and H, respectively,leading to the bearings 40 and 4!. The annular space 12 between thebear-' ings 4| and 42 is provided with a drain return lubricant escapingthrough the oil catch ring 14 may be returned through a port 11 to thesupply tank, or may be dispensed with in any other manner. The bearings40 and 42 are each provided with a loop oil groove 18 and (9respectively, which aids in the distribution of the lubricant throughthe'beari-ng and the return of the same to the crank case. Adjacent theloop oil groove 18, the bearing 40 is provided with an oil ring orgroove 80 where excess lubricant gathers and is led off through tubing lto the fuel tank or otherwise dispensed with. In order to avoid theforcing of any of the lubricant through the bearings and therebeyond, bythe compression force in the crank case, the bearing 43 is provided witha felt washer 8P placed in an interlocking groove between the end of thebearing and the ratchet wheel 24. 35 The bearing 42 is provided with alubricant d fleeti g device whereby the escaping lubricant from the endof the bearing is led through a space between the main bearing member l3and a slee e 82, this sleeve being pressed into the hub flange 4 of themagneto flywheel 29, and revolving therewith.

The magneto fly wheel 29 is provided with blades or van-es 83 to coolthe engine, these blades or vanes blowing air against the cylinderwalls. In 45 order-to proper dissipate the heat, the cylinder I4 'isprovided with h-cat radiating ribs 84.

The engine disclosed being of the two cycle construction. the intake andoutlet ports are opened by the sliding piston l6 at the end 01 5 eachrearward stroke thereof, the exhaust port being opened a trifle earlierthan the intake port. This prior opening of the exhaust port causes theburnt gases to escape from the cyl- ,inder and permits a new charge-offuel mixture to enter the cylinder. The piston in its rearward strokewill compress the fuel mixture in the crank case sufficiently tocausethe vaporized fuel to rush through the intake port into theexplosion chamber. In order to prevent this fresh charge so from blowingout of the cylinder through the almost simultaneously opened exhaustport located on the opposite side of the intake port, a deflector 85 isprovided on the piston directly in front of or adjacent the intake port.By mean of this construction the charge is deflected, and before it hastime to again rush toward the exhaust port, both the exhaust port andthe intake port are closed and the new charge is compressed, ready to beignited at the end of the compression stroke.

The spark plug 86 is connected by high tension cable 81 to the hightension coil 88 in the magneto fly wheel. The construction and operationof the magneto is clearly set forth in my 00- pending application SerialNo. 395,518 of which the present case is a division.

The speed of rotation of the engine is governed by the frequency of thespark which in turn, is governed by the governor in the fly wheel mag,-neto. The engine may be stopped either by shutting off the supply offuel passing to the car buretor, or by pulling the switch 89 by means ofthe handle 90 against the spark plug so as to ground the charge.

From the above description and the disclosure in the drawings, it willbe readily seen that I have provided'a novel construction of carburetorand means and method of lubricating an internal combustion engine.Although the disclosure is that of a two cycle engine, it is to beunderstood that the construction is suitably adapted for use in othertypes of engines and constructions.

Having thus disclosed the invention, I claim:

1. A carburetor for an internal combustion engine, comprising a housingadapted to be mounted on the fuel supply tank, said housing beingprovided with an air chamber in its upper portion and a mixing chamberin its lower por tion, a fuel inlet to said carburetor and provided witha check valve, and a valve located in the base of said air chamber foradmitting air direct to said mixing chamber, said check and air valvebeing automatically actuated by the suction and compression forces inthe engine.

2. A carburetor for an internal combustion engine, comprising a housingadapted to be mounted on the fuelsupply tank, said housing beingprovided with an air chamber in its upper portion and a mixing chamberin its lower portion, a valve connecting said chambers, and a ventleading from said fuel tank to said air chamber whereby any fuelescaping through the valve and vapor escaping from the tank is caught bythe carburetor and sucked into the engine.

3. A carburetor for an internal combustion engine, provided with an airchamber and a mixing chamber, an inlet to said air chamber, a valveintermediate said air and mixing chambers, a fuel supply tank, an inletfrom said supply tank to said mixing chamber, a valve in said inlet,said air and fuel valves being automatically actuated by the suction andcompression forces in the engine, and manually operated means forregulating the quantity of fuel delivered to said mixing chamber.

4. A carburetor for an internal combustion engine, comprising an airchamber in the upper portion and a mixing chamber in the lower portionof the carburetor, a valve intermediate said chambers, the base of saidcarburetor being substantially flush with the base of the engine wherebythe inrushing air passing through said valve charges upon the settlingfuel in the engine and re-vaporizes the same for useful work.

5. A carburetor for an internal combustion engine provided with an airchamber and a mixing chamber communicating with an opening in, the baseof the engine, a valve connecting said chambers, the base of saidcarburetor and the base of the engine adjacent the opening being at sub-6. In an internal combustion engine provided 5 with a fuel tank in itsbase, a carburetor therefor comprising a housing positioned on saidfueltank, said carburetor being provided with an air chamber and amixing chamber, a fuel opening leading into said mixing chamber, aneedle valve in said opening, means operable from the exterior of saidcarburetor for adjusting said needle valve, a tubing leading from saidfuel tank to said opening, a check valve in said tubing, and a checkvalve intermediate said chambers for admitting air to said mixingchamber, said fuel and air being simultaneously sucked into the mixingchamber by the suction of the engine. I

7. In an internal combustion engine provided with a fuel tank in itsbase, a carburetor therego for comprising a housing positioned on saidfuel tank, said carburetor being provided with an air chamber and amixing chamber, a fuel opening leading into said mixing chamber, aneedle valve in said opening, a tubing leading from said fuel tank tosaid opening, a ball check valve in said tubing, and a check valveintermediate said chambers for admitting air to said mixing chamber,said check valves being automatically opened and closed by the suctionand compression created by said engine.

8. In an internal combustion engine provided with a fuel tank in itsbase, a carburetor therefor comprising a housing positioned on said fueltank, said carburetor being provided with an air chamu ber and a mixingchamber, and a vent leading from said fuel tank to said air chamber fortrapping escaping vapor from the fuel supply and leading said vapor intothe carburetor mixing chamber with the incoming air.

9. A carburetor for an internal combustion engine comprising a housingadapted to be attached to the engine casting and positioned above a fuelreservoir, said housing being divided into an air chamber and a mixingchamber, a fuel inlet in the base of said housing, a valve for adlustingthe amount of fuel delivered to said carburetor and a check valveleading from said air chamber for admitting air to said mixing chamber,said valves being automatically opened and closed by the suction andcompression created by said engine.

10. A carburetor for an internal combustion engine comprising a housingprovided with ain air chamber in its upper portion and a mixing chamberin its lower portion, a filter screen adjacent the top of said housingfor admitting air into said air chamber, a check valve leading from saidair chamber to said mixing chamber, and automatically opened and closedby the suction and compression created by said engine, a fuel inlet inthe base oflsaid housing and adjacent said mixing chamber, and anadjustable valve in said inlet for regulating the amount of fuel JOHN

